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Publication numberUS2939328 A
Publication typeGrant
Publication dateJun 7, 1960
Filing dateMar 13, 1956
Priority dateMar 14, 1955
Publication numberUS 2939328 A, US 2939328A, US-A-2939328, US2939328 A, US2939328A
InventorsHarold Sinclair
Original AssigneeHarold Sinclair
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Power transmission systems
US 2939328 A
Abstract  available in
Images(4)
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Claims  available in
Description  (OCR text may contain errors)

June 7, 1960 H. SINCLAIR 2,939,328

POWER TRANSMISSION SYSTEMS Filed March l3, 1956 4 Sheets-Sheet 1 IN VE N TOR A TTO/ZA/E Y June 1990 H. SINCLAIR 2,939,328

POWER TRANSMISSION SYSTEMS Filed March 13, 1956 4 Sheets-Sheet 2 9 I i\\\\\\\\\\\\\\\\\\\\\\\\\\\!lIIlIi/I/IlI/lllll/l/lll/lll llll /N VE N TOR fiaro/a 5700/9/7 2 5 5a June 7, 1960 H. SINCLAIR 2,939,323

POWER TRANSMISSION SYSTEMS Filed March 13, 1956 4 Sheets-Sheet 3 IN VEN TOR ATTORNEY June 7, 1960 H. SINCLAIR POWER TRANSMISSION SYSTEMS 4 Shee'ts-Sheet 4 Filed March 13, 1956 mm p L mm mm? m1 R vm mN 2 wk aw 47 [.41 wm7//rm|iwmmry a. r I .illlllillllllll. 7

A 7'TORNEY United States Patent 9 M POWER TRANSMISSION SYSTEMS Harold Sinclair, Magnolia House, 4 Clarence Crescent, Windsor, Berkshire, England Filed Mar. 13, 1956, Ser. No. 571,161

Claims priority, application Great Britain Mar. 14, 1955 6 Claims. c1. 74-339 This invention relates to power transmission systems of the type wherein the driven member is arranged to be driven selectively via forward drive gearing or via reverse drive gearing, particularly for ahead and astern Working in marine propulsion.

In conventional systems of this type, the gears of the reverse gear train are permanently drivably coupled to the driven member, and while the forward drive gearing is in operation all the gear wheels of the reverse drive gearing are rotated idly backwards :by the forward rotating driven member, with consequent power losses due to oil churning in the gear teeth and in the bearings of the gear wheels of the reverse gear train. The object of the invention is to provide a system of the type first referred to herein, in which the above-mentioned disadvantage is overcome;

According to the invention clutch means are provided whereby at least a part of the reverse gear train may be disconnected from the driven member during times when the forward drive gearing is operative for the normal ahead working of the system.

Advantageously the said clutch means are of a type adapted to engage automatically upon passage of the clutch elements through the condition of synchronism, and an auxiliary synchronising drive maybe provided for the clutch elements for the purpose of initiating clutch engagement, or bringing the clutch elements into a condi- .tion for engagement.

In order that the invention may be clearly understood and readily carried into effect it will now be described in more detail with reference to the accompanying drawice . also meshing with a gear wheel 14 mounted on the shaft ings, Figs. 1, 2, 3 and 4 of which are diagrammatic views respectively of four different forms of power transmission system according to the invention as applied to the drive of a ships propeller. Fig. 5 is a diagrammatic view showing the relative positions of parts of the gearing of the system shown in Fig. 4. In the various figures, corres- 1 10. The gear wheel 14 is provided with a clutch by means of which it can be drivably connected to or disconnected from the shaft 10. In the particular case shown by way of example the clutch is an inverted arrangement of the synchronous self-shifting (S.S.S.) type of clutch, and comprises a ring of internal clutch teeth 15 carried by the gear wheel 14, an intermediate member 16 provided with a ring of external clutch teeth 17, and movable helically on the shaft 10 by virtue of internal helical splines in the intermediate member engaged with external helicalsplines 18 on the'shaft 10, and an axially slidable control sleeve 19. The control sleeve 19 has internal straight splines 19A that are permanently engaged with straight external splines 16A on the intermediate member 16, and the control sleeve 19 also has internal splines 193 that can be engaged with external dogs 10A on the shaft 10 when the teeth 15 and 17 are fully engaged with one another, tolock the intermediate member 16 in the engaged condition. The intermediate member 16 carries pawls 20 which co-operate with the teeth 15 to engage the clutch when there is relative angular movement in one sense between the gear wheel 14 and the shaft 10. Upon relative movement in the other sense the clutch disengages automatically, the member 16 moving helically on shaft 10to a posi tion in which the pawls 20 and the internal teeth 15 are in ratcheting relationship, as shown. The intermediate member 16 can move further axially to a pawl-free position, to the left of that shown, in which the pawls 20 are outof the path of the teeth 15. By moving the control' sleeve 19 to the right the intermediate member 16 is moved into the pawl-engaged or ratcheting position.

The term inverted arrangement is used herein in connection with the synchronising clutch to describe the characteristic that if the control sleeve 19 is in the unlocked position, i.e., with the splines 19B disengaged from the dogs 10A, the application of driving torque in the normal ahead sense of rotation will cause the intermediate member 16 to move out of toothed engagement with-the internal clutch teeth 15; and conversely, if the intermediate member has been moved from the pawl-flee condition to the ratcheting condition (by shifting of the control sleeve 19 to the right until the splines 19B abut against the shaft dogs 10A), the application of over-running torque in the normal ahead sense of rotation will cause the intermediate member 16 to move synchronously into toothed engagement with the internal clutch teeth 15.

:When the ship is going ahead, only the ahead coupling A has its working circuit filled, and the output sleeve shaft 6 of the ahead coupling A drives the ahead gear wheel 9 and the shaft 10 in the ahead direction indicated by the arrow. If the astem gear wheel 14 were fixed on the shaft 10, the astern gear wheel 14, idler gear 12, astern pinion 11, and the output shaft 7 and the runner of the astern turbo coupling B would all rotate continuously during ahead drive with the runner of the astern turbo coufluid and having adjustable scoop tubes 1 and 2 respectively for varying the degree of filling of the working circuits of the couplings. The turbo couplings are arranged coaxially with their impellers 3 and 4 both drivably coupled to the output shaft 5 of a non-reversing diesel engine (not shown). The output shaft 6 of the turbo coupling A, hereinafter termed the ahead coupling, is a sleeve shaft that surrounds the output shaft 7 of the other turbo coupling B, hereinafter termed the astem coupling.

The sleeve output shaft of the ahead coupling A has fixed on it an ahead pinion 8 meshing with a gear wheel 9 fixed on the gear wheel shaft 10, which is'assumed to be coupled to a propeller shaft (not shown). 'The shaft 7 of the astern coupling B projects through the ahead pinion 8, and has fixed on its an astem pinion 11 meshing with an idler gear 12 on a lay shaft 13, the idler gear 12 pling B rotating in the opposite direction to its impeller 4. The S.S.S. clutch, however, is in a disengaged position, which may be either the ratcheting position as shown or preferably the pawl-free position referred to above, and the astern gear wheel 14 is, therefore, disconnected from the shaft .10 during ahead drive so that the astern gear train 11, 12, 14 and the runner of the astern coupling 13 are not rotated, except possibly at a low speed due to windage in the empty astern turbo coupling B.

In order, when astern drive is required, to effect engagement of the 8.8.8. clutch when the shaft system is in rotation during ahead drive, an auxiliary synchronising drive isprovided, comprising an auxiliary clutch 21, shown as a friction clutch, between shaft 13 of the idler gear 12 and the shaft 22 of an auxiliary pinion 23 PatentedJune 7, 1960.

in inesh with the ahead gear Wheel 9, and the gear ratio through the said auxiliary drive'is" such that when the auxiliary clutch 21 is engaged, the astern gear wheel 14 is driven in the. ahead direction? (i.e. in the same sense as the shaftlll') slightly fastenthain the shaft 10'. There" fore, if the-intermediate member 16 has been adjusted:

to the ratcheting condition, the engagement of, the auxiliary-clutch 21' causes thenose' of a pawl 2010" be engaged byiateoth Is So that the intermediate member 16, is shifted into toothed engagement with the gear wheeljl 4', sothat the-S.S.S. clutch assumes the engagedcondition, in which it is then locked by means of the control sleeve 19. The auxiliaryfrictioniclutchllmay then be disengaged.

The ahead coupling A is then emptieda'ndtheastemcoupling 13' is filled, thesetwo operations being advantage'ou'sly' efiected's'imultaneously.-

in the emhodimentof the, invention shown in-Big. 2",

alsoifor" drive by a. lion-reversing diesel; engine, thel'dtit? put. sleeveflsha'ft 6 of the ahead turbo cou lin A) has onit an, aheadpinion 8, meshing with a l'argeahead'j ear wheel: fixed on the shaft coupled to the pro.- pellet shaft, .(not shown), Thei'outputshaftf 7f of the asiteriLcoupling-B has fixedonit a, gear wheel 23 mesh with a; gear. wheel, 24 concentric with a countersha-ft. 251m which is fi'x'ed an astern pinion: 26, inv mesh with, the large. gear wheel '9 'on thenshaft 10. case inverted S.S;S. clutch rwith'control sleeve is pro- I vide'd' for drivably'connecting the-gear wheel 24 to and disconnecting itfrem; the countershaft 25. An auxiliary synchronisingdrive is provided; comprising an, auxiliary In this esca ees;

pinion 34 and the output shaft 7 of the astern turbo coupling B; and a second SSS. clutch el' isprovided between the countershaft 38 and the, second gear wheel 37. The S.S.S. clutch 41 is of the inverted type as described above, whereasthe S.S.S.'clutch 40 is of normal or non-inverted type. All auxiliary gear wheel 43 mounted on the countershaft 38 is-normally free thereon, but can be clutched-to the shaft 38 by means of a friction clutch also the auxiliary gear wheels 43 and 44. During astern running with the ahead turbo coupling A empty and the astern turbo coupling; B full,, the S .S=S;. clutch, is: disengaged.- ands the 8.5.3; clutch 41 is engaged,; the n eces auxiliary synchronisingdrivethat-is=-requiredi to causesynchronous engagement ofrthe S,S;S; clutch 41;,being. formed by the friction clutch 42 and the gear wheels pinion 3.1fixe1d on the output shaft '6 of, the astern. 7

couplin and meshing with an auxiliary pinion 32 thatji's normally loose; onjthe countershaft'25,,and a friction clutch 33, is provided for clutching] the auxiliary pinion, 3'2 to the counter'shaft. ZSEtempprarily forthe purpose oi engaging the 8.8.8}. clutch-when, the astern turbo, couplirig Bis empty and a changeover from ahead-to astern.

tdi'ivewgis to beamade. when .the' friction clutch33t vis.

engagedgthe gear 'wheel241is driven inthe same sense. as 125. hutiatlvalslightly higher speed, thereby causing engagement of the 3.8.8. clutch, whi'clrwill have been adjusted to the ratcheting position. .When the S.S;S.t cIutch has been engaged. and thenilocked in the, engaged nosit'ionby' means of. the control sleeve 19, the friction clutch 33 may be disengaged, the. ahead turbo coupling,

A isemptied; and the-astern coupling B- is ..fill'ed.t V V 7 During ahead; running, with: the astern' coupling. 3 empty, the eastern. pinion 2'6 is-rotated by the Wheel 9, untrue g'earywheels 23 and.2l4l and the auxiliary pinion's 31 and 32, "also the, runner ofpthetastern couplingBf do; not rotate, exceptv possibly atalow speed (11167110 windage. drag, since I the 'gearwheel; 24 is, --.disconi1ected item the .countershaft 25 due; to, the-inverted S.S.S.1clutch beingfdisengaged. 7

1n both ot the above-described embodimentsof the. invention oneofitlie turbolcouplingsis employed exclusively for ahead drive. and the othertis employed exclusively for astern. driver a a i t l In thesystern now to be'describeid'witlireference. to Fig. 3, which again isfor driveby anon-reversible diesel engine, both turbo. couplings A and Btmay be employed 43and44. I,

An alternative way of operating the trat smission;sys'v ternshown iugFig; 3 is to employ only the ahead coupling A for ahead running,- and only the astern coupl-ing B for. astern running; ,In' this case; during normal' aheadrunning the: two. S .S;S, clutches; 40 and- 41 aredisengaged and only the-vasltern pinion: 39 will, be rotated by the pro pellerzshafitflfl; the gear, wheels 36, 37,, 43: and 44 will not; bexrota-tedi, except possibly :atlow speed due to. ;windage. dragzin the empty turbo coupling B Insteadof clutches 'of the type comprising subsidiary ratchet drives for effectingtsynchronouspengageinenn other types ,of clutchesrmaybe employed, for: example clutches: the; elements; of which; are: provided w th rohamfercd or 7 flat-ended dogs and wherein the; dogs. on one lement slide over the dogs on the other el ment; when brollght-"into contact priorto engagement of-the: clutch.:,so-long:as there is appreciable relative motion between the; clutch elements; but interengage whe'n there is substantialsynr chronis'm betweenthe clutchxelementa, for; example an. der the action: of a spring, ;.or. under the action of mag: ne'tie force, as. described; in. theispecification of corpending application Serial No. 528,312,; new Patent No. 2,876,878, datedv March lfl, 1959:. f 3 4 Referring to Figs; 4 and 5, the primemoverzof the transmission. system shown is a 7 gas: turbine- :50; the output shaft 51: of which islcoupled to the impeller fl-oi an asteni hyclraulic' turbo; coupling B andi'is: also drivably coupled byinline shaftingaSii; '54; 55.v to the -impeller 5,6 oi; an ahead turbo". coupling ':A,. the: shafts 531ands55: projecting respectively through sleeve, shafts 51,-; 58-: on, which are fixed the runners" 59; and I60s-ofgthe turbocouplings. On the sleeveshaft:58 .isifixed:a :pinion. 61 thatimeshes with: a gear "wheel j62conia lay-shaft 63, on which is fixed 1 a pinion 64 meshing with a gear wheeLfiS fixed onashaft for aheadydrive, during normal steady speed operation,

bntrwhen manoeuvring coupling A isemployed alone'ffor ahead. drive and the, coupling Btalone for astern drive.

Coupling B will, for convenience' continue to be referred to. asst-he astern coupling, and coupling A' willstill be termed the ahead coupling,

'Ihe output sleeve shaft 6 of'theaheadcoupling, A.

V has fixed on itja pinion 3341 that is in nie'sh with a large gear'wheel 35 fixed to'the gear wheelishaftqlfi The out- 70f the; astern coupling h'has'fixed omita 'geafwheel' 36 mesh with a gear wheel 37fm'ounted iri beari n'gsc'on'eentricallywith aeounte'rShtift-SS' that carries an 'ast'ern piniorrfih in mesh-With thelarge gear Wheel 35-; ;AI ;SJS.S. clutch :40 is provided between the ahead 66coup1ed to thegpropeller shaft: (not shown); Onrthe sleeve shaft 53! is 7 formed a pinion. 67" that meshes with ani-idler gear wheel 68 which; meshes with: a gear wheel 69 1which is normally looseionTlayshafti6'3 huticantbe clutched toit by an .S.S'.S. clutclr '70 of inverted type provided withi' a controlsleev'e 19;; Theipinionrfilfcan be clutched to the shaftiSS by means of an- 55.8. clutch of the magnetic engagement type as described. in cospendapplication Serial N'o; 528;3l2f The; clutch comprises an intermediatermember 71 mountedupon: helical splines 71!; formed on the shaftlSS; thesaidsintermediate member 71 being providedwith externaljawtclutch teeth 72 'engage'able'with internal jaw clutchf-teeth 73 formed irrthe pinion 161; The clutch canlbeheld in engagement by oil pressureini cylinders 74IIH8EPlStOHS'fO5f which are coupled tea a control ring :75: that engages a. flange. 76 on the intermediate member 71. lithe oil: pressure. is

assessatorque, whereupon the ahead turbo coupling A takes up' the transmission of power. The clutch re-engages automatically under the action of magnetic force at synchronism when the pinion 61 commences to over-run the shaft 55. The turbo couplings A and B are provided with adjustable scoop tubes 77 and 78 respectively by means of which the degree of filling of the working circuits of the couplings can be varied.

The auxiliary synchronising drive inthis case comprises an auxiliary pinion 79 fixed on the shaft 80 connected to the primary rotor or impeller of a hydraulic turbo coupling C of adjustable filling type, pinion 79 meshing with gear wheel 62. The secondary shaft 81 connected to the runner of the turbo coupling C has fixed on it the idler gear wheel 68.

When the vessel is going ahead in normal operation, the working circuit of turbo coupling A is full and the working circuit of turbo coupling B is empty. The S.S.S. clutch 70 is disengaged, being either in the ratcheting position as shown, but preferably in a pawl-free position as described above. The working circuit of turbo coupling C is empty. The clutch 71-76 is engaged, so that the turbo coupling A is by-passed and there is direct drive from the turbine 50 to pinion 61, gear wheel 62, pinion 64 and gear wheel 65 to the shaft 66 and thence to the propeller. Due to the clutch 70 being disengaged the gear wheels 69 and 68 and pinion .67 do not rotate, except possibly at a low speed due to windage in the turbo coupling A.

For the purpose of manoeuvring, the 8.8.8. clutch 70 is adjusted to ratcheting position, and the oil pressure in cylinders 74 is released, so that the direct drive to pinion 61 is interrupted and the ahead drive is taken up by the ahead coupling A. The auxiliary turbo coupling C is then filled,- thereby establishing drive between gear wheels 65 and 69, the ratios of the gearing being such that the gear wheel 69 is rotated in the same direction as and slightly faster than the shaft 63, thereby causing the' 8.8.8. clutch 70 to move automatically to the engaged position, in which it is then locked by adjustment of its control sleeve 19, and turbo coupling C is emptied. Change-over from ahead to astern drive can then be effected by filling turbo coupling B and emptying turbo speed if of the rum" er connected throug bring the 8.8.8. clutch 70 into engagement, taking into account the slip in the turbo-coupling C when the shaft system is rotating at substantial speed;

Iclaim: 1. A power transmission system comprising a prime mover, forward and reverse power paths that include respectively a forward drive train of permanently meshed verse drive train to be interrupted when said forwardcoupling A, the propeller then being driven in reverse via turbo coupling B, pinion 67, idler gear wheel 68, gear wheel 69, pinion 64, gear wheel 65 and shaft 66. Change-over between ahead and astern drive can then be eifected as often as required by filling and emptying the appropriate turbo couplings A and B, coolers (not shown) for the working liquid being provided to dissipate the heat then generated in the working circuits.

When manoeuvring is completed with the vessel going ahead and normal ahead drive is to be restored with turbo coupling A full and turbo coupling B empty, the power from the gas turbine is reduced or shut oh; momentarily, so that the over-running torque between pinion 61 and shaft causes engagement of the inverted S.S.S. clutch 71-65, which is then locked in engagement by the restoration of oil pressure in the cylinders 74. Direct ahead drive is thereby re-established. The turbo coupling C may be filled if desired to relieve the clutch 70 from the idling drag load and permit the control sleeve to be moved to enable the clutch to disengage, whereupon turbo coupling C is emptied.

When the manoeuvring period is completed e.g., with the vessel in port the power transmission system is left ready for the next manoeuvring operation with the clutch 70 in engagement and the direct drive clutch 71-76 dis- 7 engaged.

meshed gear wheels, means for selectively drivably coupling said prime mover to said forward and reverse drive trains, a driven member adapted to be driven selectively through said forward drive train and said reverse drive train, and clutch means for enabling the drive between the driven member and at least one gear wheel of the reverse drive train to be interrupted when the forward drive train is operative for vthe normal ahead working of the system.

2. A power transmission system comprising aiprime mover, forward and reverse power paths that include respectively a forward drive train of permanently meshed gear wheels and a reverse drive train of permanently:

meshed gear wheels, means for selectively drivably coupling said prime mover to said forward or reverse'drive train, a driven member adapted to be driven selectively through said forward drive train or said reverse drivetrain, clutch means for enabling the drive between said driven member and at least one gear wheel of said redrive train is operative for the normal ahead drive 'ofthe transmission system, said clutchm'eans comprising two elements adapted to engage synchronously when oneclutch element tends to over-run the other element in one direction, and an auxiliary synchronising drive which is operable during ahead rotation of the transmission system for establishing the over-running required for engagement of the said clutch means.

3. A power transmission system comprising a prime mover, forward and reverse power paths that include respectively a forward drive train of permanently meshed gear wheels and a reverse drive train of permanently meshed gear wheels, means for selectively [drivably coupling said prime mover to said forward or reverse drive train, a driven member adapted to be driven selectively through said forward drive train or said reverse drive train, clutch means for enabling the drive between said driven member and at least one gear wheel of said reverse drive train to be interrupted when said forward drive train is operative for the normal ahead drive of the transmission system, said clutch means comprising two elements adapted to engage synchronously when one clutch element tends to over-run the other element in one direction, and an auxiliary synchronising drive which is operable during ahead rotation of the transmission system for establishing the over-running required for engagement of the said clutch means, said auxiliary synchronising drive comprising an auxiliary clutch with one clutch element drivably coupled to said driven member, and auxiliary gearing that drivably couples the other clutch element of said auxiliary clutch to a gear wheel of the reverse drive train that is disconnected from said driven member when said forward drive train is operative, the ratio of said auxiliary gearing being selected so that the over-running required to engage said clutch means occurs when said auxiliary clutch is engaged during ahead operation of the transmission system.

4. A power transmission system comprising a prime mover, forward and reverse power paths that include respectively a forward drive train of permanently meshed gear wheels and a reverse drive train of permanently meshed gear wheels, a first hydraulic turbo coupling of the type provided with means for varying the degree of filling of the working circuit, said first coupling being connected between said prime mover and said forward drive train, a second hydraulic turbocoupling of the typfi providedr with: means for the degree oi fillingrofithe working circnit, said seeond'conplingbeing connected between 'said. prime mover andlfsaid reverse a drive train, a 'driven member adapt ed to driven see 'tively through said forward drive train or said'reverse mover,- forwardand rever e .power paths that include respectivelya forward drive train of permanently; meshed sear r he lsi' and a: re erserive a p m ent y urlins t f h i ypern v d wi h moa si r Y n at o-VdosI linso thewo ou teon o d; V bet-ween said prime -mover and therespective drive trains,

a-s driven member adapted to be drivenselectively throngh;

said forward drive train orysaid. reverse-drive train, first; clutch means operable to; enable the drive between'said driven member and -at least one gear wheelot said reverse drive train to be interrupted; when; said forward drive train is operative for the normal; ahead working i he tran m s n. ys m, nd. oo d c u ch means;

oporableifor. d ab yr connoct nsr d; pr me o er d rectly tosaidforward-drive train r r Q garage;-

r t ansm ss o 1 1m mpris ng. amin move; forward; an reve se iPower pat th t inoiu e ably coupling said prime, mover to said forward orreverse r mes e g a hee afi s 'and; se ond hvd alil j nrboe 20 drive. traih,. a driven member adapted to be driven selectively through saidfforward drivetrain, or said reverse drive train, clutch. meansfor'enabling the drive between said'dri'ven member and at least one gear Wheel of said reverse drive train to be interrupted when said forward drive is operative for'the normal ahead drive of the transmission system, said" clutch means comprising two elemen s. d pt d to ga syn h no sly h n one cluteh elementitend's to over-run the other element in one. dir ct ongand a hy r uli u bo oupl ng oi th yp provided with means for varying the degree of filling of the working circuit and. comprising vaned impellerand runner elements one offwhichis drivably coupled to said driven member and the other of whichis drivably coupled to a gear wheel or said'reverse drivettrai n ,Ihatis disconnected fisom. said driven. rriemberv when, said forward drive train is operative.

References Citediinthe file of this patent UNITED STATES'PATE N'I TSV 2360;581 Pollard e Oct; 28, 1941 2;53'6,897 Wood Ian. 2, 1951 2,748,621 Sinclair June 5,1956 2,762,230 Meyer Sept. 11, 1956'

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US2260581 *Jun 15, 1940Oct 28, 1941Pollard Gurdon TFluid transmission
US2536897 *Aug 6, 1947Jan 2, 1951Vickers Armstrongs LtdReversible transmission gear for marine engines and the like
US2748621 *Aug 24, 1954Jun 5, 1956Harold SinclairPower transmission mechanisms
US2762230 *Mar 19, 1953Sep 11, 1956Maybach Motorenbau GmbhReversible transmission
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3035456 *Jan 11, 1960May 22, 1962Rpm Ky P WuorenjuuriHydraulic transmission gear for the regulation of the transmission ratio steplessly together with reversing and free clutch devices
US3326056 *Feb 11, 1964Jun 20, 1967Sss Patents LtdPower transmission mechanisms
US4319500 *Jan 9, 1980Mar 16, 1982Kibo Kommunalmaschinen Gmbh & Co. KgHydro-mechanical change speed mechanism
US4452094 *Apr 19, 1982Jun 5, 1984Dana CorporationOverdrive transmission for automotive vehicles
US4833933 *Jun 22, 1987May 30, 1989Ford New Holland, Inc.Alternate path tractor transmission having a redundant clutch
US7028570 *Dec 11, 2003Apr 18, 2006Honda Motor Co., Ltd.Transmission
US20040139814 *Dec 11, 2003Jul 22, 2004Yoshitaka OhtaTransmission
US20070251790 *Sep 20, 2004Nov 1, 2007Voith Turbo Gmbh & Co. Kg.Lockup Clutch for Hydrodynamic Components
Classifications
U.S. Classification74/339, 74/360, 74/330, 74/720
International ClassificationB63H23/26, B63H23/00
Cooperative ClassificationB63H23/26
European ClassificationB63H23/26